Land Rover's outspoken design chief Gerry McGovern said the original Evoque "transformed the world of compact SUVs" when it launched back in 2010. It was a bold statement. But the lifestyle vehicle certainly changed the way Land Rover did business and with nearly 800,000 vehicles shifted worldwide and now the pressure is truly on this replacement model to succeed.

Broadly familiar yet different, the new Evoque stays true to the original's exterior styling but introduces an all-new architecture, revised underpinnings and enough new tech that Land Rover hopes will address some of the model's shortcomings while simultaneously wooing new punters.

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With the news that Jaguar Land Rover's parent company, Tata, reported the biggest ever quarterly loss in Indian corporate history of about $4 billion (£3bn) earlier this year, and subsequently JLR in January confirming it was axing 4,500 jobs, the majority of which from the UK, after falling demand for its saloon cars and diesel engines, along with a sharp drop in sales in China, this small SUV revamp is understandably seen as one of the most important launches in recent company history.

Design

Land Rover

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McGovern and his team have taken a reductive approach to styling the all-new Evoque. So not to mess with a winning formula too much, many of the recognisable elements still exist but most surfaces have been cleansed, curves accentuated and road presence generally pumped up so it looks lower, wider and meaner, without affecting the compact proportions adored by current customers.

The neat pop-out door handles have been carried over from the larger Velar, meaning a locked Evoque now has smooth exterior surfaces that emphasise the more powerful shoulder line and sloping roof.

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Super-slim Matrix LED headlamps have been introduced to the front and rear, while sweeping directional indicators give new Evoque a more premium light signature. Customers can also pick from enormous 21-inch alloy wheels, R-Dynamic touches and neat burnished copper accents that are so on-trend, it hurts a bit.

It is a similar story inside, although the design team has been far less hesitant to mess with the recipe, reducing much of the interior surfaces to modernist, uncluttered walls of next-gen textiles.

Land Rover

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In a show towards a commitment to sustainability, Range Rover is pushing customers towards premium Kvadrat wool blend and Dinamica suedecloth fabrics, rather than leather, while even the most basic models use eucalyptus-based fabrics and materials fashioned from recycled plastics.

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It is a lovely place to while away the miles, and it feels more akin to the grown-up Range Rover products than ever before. This is aided by the introduction of the Touch Pro Duo infotainment system that was first introduced on Velar (a version of which also appears in the Jaguar I-Pace), and comprises two black glass screens that are stacked in the centre console.

This only comes as standard on the higher spec SE and HSE models, and we predict that the more basic Evoques will probably look a little spartan inside without the flashy digital instrument binnacles and swanky fabrics present.

Here, in the sanctuary of some typically well-appointed launch vehicles, the new Evoque feels modern, spacious and comfortable, with those new surfaces and screens lending it a premium ambiance. The jury is still out whether Volvo or Range Rover do it best in this segment, but they are equally lovely places to sit.

Technology

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Considering that 70 per cent of Evoque customers use their vehicles in busy city environments, it comes as a bit of a surprise that this replacement model offers advances in off-road tech that wouldn't look out of place on the upcoming Defender replacement.

The first in this optional suite is a clever ClearSight rear-view mirror, which allows the driver to switch between a good-old piece of reflective glass and a live feed from a rear-facing 1.7MP HDR camera at the flick of a switch.

Pete Simkin, Jaguar Land Rover's chief programme engineer, claims the technology was introduced as a compromise to designer demands for a neat, letterbox rear windscreen. Sit two adults in the back seat or pile up luggage in the boot and visibility out of that rear portal is massively restricted.

ClearSight gets around this but feels a little strange to use at first. When activated at speeds, the live video is a distraction, weirdly drawing the eye to the mirror when there's no need. This fades with time, but the angle of the rear camera also makes judging when backing up a little tricky and some sort of digital overlay to mark the rear of the car would be handy.

Perhaps most important of all is that this tech is a £315 option on all variations, so those on tighter budgets will have to plump for poor rear visibility when fully loaded with bags and chums.

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Land Rover

Another option for the tech-obsessed is Land Rover's Ground View camera system, which takes a video feed from cameras placed in the door mirrors and front grille and then projects this onto the infotainment screen.

Those with long memories will likely recall the "Transparent Bonnet" technology debuted on the Land Rover Discovery back in 2014 and in essence, this is that vision realised. By taking a static image of the ground ahead and effectively 'sliding' it underneath the car as it passes the terrain, users get an unobstructed view of terra firma (with an overlay of the vehicle’s wheels) and can then make driving adjustments to avoid boulders or irritatingly high kerbs in towns and cities.

The latter is the most likely use case, and it seems to be where this gizmo comes in most handy, with the likes of irritatingly tight airport car parks and perilously placed supermarket walls now rendered visible at low speeds.

During the launch event, the Land Rover off-road instructors pointed us towards a disused railway track and suggested we use the GroundView system to keep a wheel either side of the lumps of rusting metal. Although not advisable to stare at the infotainment screen for too long, a cursory glance down to the live feed offers a nice view of goings-on below and helps with trimming a neat line. It also ensured those fancy 21-inch alloys remained unscathed.

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Similarly, the same technology was excellent when tackling really rocky and muddy terrain, as it allowed for large boulders to be avoided and wheels kept on the correct side of ruts. Again, it’s not essential for anyone with some experience driving in the wilds, but it adds another element of convenience for those who are perhaps a little daunted by it. Perhaps its most important use-case will be reverse-parking near high kerbs, where it handily points out the offending lumps of concrete for those who can’t be bothered to lower a side mirror.

At the heart of all of this tech sits the Touch Pro Duo System, which now packs the firm's fastest processor speeds and sharpest graphics. It looks good, but only comes on SE models and above, while responsiveness felt a bit sluggish in some launch vehicles.

Driving

Land Rover

New architecture, revised suspension and a fresh range of powertrains mean Evoque mk2 drives and handles like a completely different beast. The ride is smooth, quiet and refined, while those more enjoyable stretches of Tarmac can now be attacked with greater fervour, safe in the knowledge that the chassis can handle it.

The new Premium Transverse Architecture also introduces slightly more interior space; with the slightly extended wheelbase offering up 20mm extra rear kneeroom for all passengers, but those in the rear will still feel slightly cramped.

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Still, the ride is infinitely more relaxing and smoother on those longer journeys, with plenty of time and attention lavished on improving the peace and quiet within the cabin.

There were two powertrains available to drive at launch: a rather sluggish 2.0-litre four-cylinder diesel engine, which develops just 180hp, and a petrol version that pushes out a far more joyous 250hp. Both of these pack 48V mild hybrid technology.

In a bid to lower CO2 emissions and improve fuel economy, this tech harvests energy normally lost during deceleration thanks to the engine-mounted belt-integrated starter generator, and stores it in the under-floor battery pack. At speeds below 11mph, the engine will shut off while the driver applies the brakes and when pulling away, the battery will power a small electric motor to assist with acceleration.

EV fans will, however, have to wait another 12 months for the proper plug-in variants to arrive, which will see a larger electric motor and battery pack pair with a three-cylinder petrol engine for greater all-electric driving range.

Off-road, new Evoque is more impressive than before thanks to the immensely capable Terrain Response 2 technology that can be found across many of Land Rover's more serious mud-plugging products. With numerous programmes to cater for various slippery situations, the system constantly assesses the amount of grip at each wheel and pumps the appropriate amount of power where it is needed most.

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Wading depth has also increased from 500mm to 600mm, which is actually greater than the official figure cited for the run-out Defender model, while a new generation of hill hold assist will automatically keep Evoque planted on steep inclines and will pull away without a whiff of rollback.

Being Land Rover, this is all great and it works a treat, but most customers are barely going to touch its capabilities, and its lack of storage space means it lags behind some of the more outdoors-y SUV rivals on the market. Still, its tight turning circle, raised driving position and plethora of off-road tech perform just as well in the urban jungle as they do in an actual jungle.

Verdict

Land Rover

Messing with a successful formula is a dangerous game, but Land Rover has made many wise choices when approaching the second Evoque. The ride quality is leagues above its predecessor, the interior ambiance feels more aligned with larger Range Rover products and its off-road abilities remain deeply impressive.

A lack of standard technology and an extremely tempting options list will see prices of this Evoque wander into territory that is home to larger, premium SUVs, but it will ultimately be a lifestyle choice based on money.

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This new Evoque is an important car for JLR, and it feels like the company has tried hard to create something far more rounded, mature and more considered than its predecessor. The baby Rangey has grown up. Will it be enough to start the revival of JLR's fortunes? We'll see.